U.S. patent application number 11/008011 was filed with the patent office on 2006-06-15 for friction draft gear housing having a removable end wall.
Invention is credited to Scott Natschke, Howard Sommerfeld.
Application Number | 20060124572 11/008011 |
Document ID | / |
Family ID | 36102604 |
Filed Date | 2006-06-15 |
United States Patent
Application |
20060124572 |
Kind Code |
A1 |
Sommerfeld; Howard ; et
al. |
June 15, 2006 |
Friction draft gear housing having a removable end wall
Abstract
A friction-type draft gear assembly includes a housing having an
open front end and a partially closed rear end with a first and
second rear portions and a pair of ledge members disposed
intermediate such first and second rear portions for enabling the
draft gear assembly to fit into a draft gear pocket of a
predetermined length. A first rear portion is adapted to receive a
compressible cushioning element with a seating arrangement abutting
one end thereof which extends longitudinally from the second
portion of the closed rear end toward the open front portion. A
removable bottom wall is attachable either to the first or second
rear portions for enabling installation of the compressible
cushioning element through the first end. The open front end is
adapted to receive a friction cushioning means which has a spring
release mechanism for continuously urging the friction cushioning
means outwardly from the compressible cushioning element thereby
releasing such friction cushioning means after compression of such
draft gear assembly. The open front end is configured for direct
attachment to a coupler with a coupler key.
Inventors: |
Sommerfeld; Howard; (Oak
Forest, IL) ; Natschke; Scott; (Kankakee,
IL) |
Correspondence
Address: |
JAMES RAY & ASSOCIATES
2640 Pitcairn Road
Monroeville
PA
15146
US
|
Family ID: |
36102604 |
Appl. No.: |
11/008011 |
Filed: |
December 9, 2004 |
Current U.S.
Class: |
213/75R |
Current CPC
Class: |
B61G 9/10 20130101; B61G
9/22 20130101 |
Class at
Publication: |
213/075.00R |
International
Class: |
B61G 1/00 20060101
B61G001/00 |
Claims
1. A housing for a railway car friction-type draft gear assembly
for cushioning buff and draft shocks that are usually encountered
in such railway car rolling stock during a coupling operation of
such railway car to a train consist and during normal operation of
such train consist on a track structure, such buff and draft shocks
transmitted by a coupler of such railway car, such draft gear
assembly disposed within a center sill of such railway car between
a pair of front stops and an axially opposed pair of rear stops,
said housing comprising: (a) a first end having a predetermined
cross-section and a predetermined length and oriented toward such
pair of rear stops; (b) a removable end wall engageable with said
first end; (c) a means engageable with said end wall and said first
end for securing said end wall thereto; and (d) a second end having
a first front portion of a predetermined cross-section and a
predetermined length being disposed adjacent said first end and a
second front portion extending outwardly from said first front
portion and having a pair of first aligned apertures for attachment
to such coupler with a coupler key, said second end being axially
opposed to said first end and further being in open communication
therewith.
2. A housing according to claim 1, wherein said housing includes a
positioning means engageable with an inner surface of said end wall
for centrally maintaining one end of a compressible cushioning
element disposed in said first end during compression and extension
of said compressible cushioning element, said compressible
cushioning element extending longitudinally from said inner surface
of said end wall into said first rear portion of said first
end.
3. A housing according to claim 2, wherein said compressible
cushioning element includes at least one resilient compression
means having a sixth predetermined cross-section.
4. A housing according to claim 3, wherein said at least one
resilient compression means is at least one of a spring element,
hydraulic assembly, elastomeric pad stack, and combination
thereof.
5. A housing according to claim 2, wherein said first end receives
a seat means having at least a portion of one surface thereof
abutting an axially-opposite end of said compressible cushioning
element and mounted to move longitudinally within said housing for
respectively compressing and releasing said compressible cushioning
element during application and release of a force exerted on such
draft gear assembly.
6. A housing according to claim 1, wherein said attachment means
includes a predetermined plurality of first edges disposed within
said end wall and mating with a complimentary plurality of second
edges disposed within said first end, said first end having at
least one aperture for inserting said end wall thereinto.
7. A housing according to claim 6, wherein said predetermined
plurality of first and second edges are tapered.
8. A housing according to claim 1, wherein said attachment means
includes a predetermined plurality of first corners disposed within
said end wall and mating with a complimentary plurality of second
corners disposed within said first end, said first end having said
at least one aperture for inserting said end wall thereinto.
9. A housing according to claim 8, wherein said predetermined
plurality of first and second corners are tapered.
10. A housing according to claim 1, wherein said attachment means
includes said end wall having a pair of flanged ends engaging
complimentary apertures disposed within said first end.
11. A housing according to claim 1, wherein said second front
portion includes a pair of first opposed surfaces and a pair of
second opposed surfaces forming an axially disposed second aperture
having a predetermined cross-section for receiving a coupler arm
and forming a pair of opposed apertures for receiving a coupler
follower.
12. A housing according to claim 1, wherein said second end
receives a friction cushioning means for absorbing energy during a
compression of such draft gear assembly and a spring release means
engaging and longitudinally extending between said seat means and
said friction cushioning means for continuously urging said
friction cushioning means outwardly from said compressible
cushioning element to release said friction cushioning means when
an applied force compressing such draft gear assembly is
removed.
13. A housing for a railway car friction-type draft gear assembly
for cushioning buff and draft shocks that are usually encountered
in such railway car rolling stock during a coupling operation of
such railway car to a train consist and during normal operation of
such train consist on a track structure, such buff and draft shocks
transmitted by a coupler of such railway car, such draft gear
assembly disposed within a center sill of such railway car between
a pair of front stops and an axially opposed pair of rear stops,
said housing comprising: (a) a first end including a first rear
portion having a predetermined cross-section and a predetermined
length and having an aperture of a predetermined cross-section
being axially disposed within a first end thereof and a second rear
portion having at least a pair of opposed surface members having a
predetermined length and forming a predetermined cross-section of
said second rear portion, said second rear portion is axially
aligned with said first rear portion, said predetermined
cross-section of said second rear portion being generally smaller
than said predetermined cross-section of said first rear portion;
(b) a pair of rear ledge members having a predetermined width
disposed intermediate said first and second rear portions and
abutting a working surface of each of such rear stops, whereby said
pair of rear ledge members enables said second rear portion of said
first end to extend into such sill intermediate such pair of rear
stops past said working surfaces thereof; (c) a removable end wall
engageable with one of said first rear portion, said second rear
portion and a combination thereof; (d) a means disposed within said
first end for removably securing said end wall to one of said first
rear portion, said second rear portion and said combination
thereof; and (e) a second end having a first front portion of a
predetermined cross-section and a predetermined length being
disposed adjacent said first rear portion of said first end and a
second front portion extending outwardly from said first front
portion and having a pair of first aligned apertures for attachment
to such coupler with a coupler key, said second end being axially
opposed to said first end and further being in open communication
with said first rear portion thereof.
14. A housing according to claim 13, wherein said first end
includes a positioning means disposed within an inner surface of
said end wall for centrally maintaining one end of a compressible
cushioning element disposed in said second portion of said first
end during compression and extension of said compressible
cushioning element, said compressible cushioning element extending
longitudinally from said inner surface of said end wall into said
first rear portion of said first end.
15. A housing according to claim 14, wherein said compressible
cushioning element includes at least one resilient compression
means, said compressible cushioning element having a sixth
predetermined cross-section.
16. A housing according to claim 14, wherein said first rear
portion of said first end is adapted to receive a seat means having
at least a portion of one surface thereof abutting an
axially-opposite end of said compressible cushioning element and
mounted to move longitudinally within said housing for respectively
compressing and releasing said compressible cushioning element
during application and release of a force exerted on such draft
gear assembly.
17. A housing according to claim 16, wherein said predetermined
cross-section of said first front portion is equal to said
predetermined cross-section of said first rear portion.
18. A housing according to claim 13, wherein said second end
receives a friction cushioning means for absorbing energy during a
compression of such draft gear assembly and a spring release means
engaging and longitudinally extending between said seat means and
said friction cushioning means for continuously urging said
friction cushioning means outwardly from said compressible
cushioning element to release said friction cushioning means when
an applied force compressing such draft gear assembly is
removed.
19. A housing for a railway car friction-type draft gear assembly
which enables cushioning of buff and draft shocks that are usually
encountered in such railway car rolling stock during a coupling
operation of such railway car to a train consist and during normal
operation of such train consist on a track structure, such buff and
draft shocks transmitted by a coupler of such railway car, such
draft gear assembly disposed within a center sill of such railway
car between a pair of front stops and an axially opposed pair of
rear stops, said housing comprising: (a) a first end having a first
predetermined cross-section and a second predetermined length and
having an aperture of a second predetermined cross-section axially
disposed therein; (b) a pair of rear ledge members formed within
said first end and abutting a working surface of each of such rear
stops, said pair of rear ledge members having a first predetermined
width; (c) an end wall detachably attachable to said first end for
at least partially covering said aperture; (d) a means engageable
with said end wall and said first end for detachable attachment of
said end wall thereto; and (e) a second end having a first front
portion of a fourth predetermined cross-section and a fourth
predetermined length being disposed adjacent said first end and a
second front portion extending outwardly from said first front
portion and having a pair of first aligned apertures for attachment
to such coupler with a coupler key, said second end being axially
opposed to said first end and further being in open communication
therewith.
20. A housing for a railway car friction-type draft gear assembly
which enables cushioning of buff and draft shocks that are usually
encountered in such railway car rolling stock during a coupling
operation of such railway car to a train consist and during normal
operation of such train consist on a track structure, such buff and
draft shocks transmitted by a coupler of such railway car, such
draft gear assembly disposed within a center sill of such railway
car between a pair of front stops and an axially opposed pair of
rear stops, said housing comprising: (a) a first end having a first
predetermined cross-section and a second predetermined length and
having an aperture of a second predetermined cross-section axially
disposed therein; (b) an end wall detachably attachable to said
first end with predetermined plurality of rod members, wherein each
of said predetermined plurality of rod members having a first
threaded end thereof engaging a threaded cavity respectively
aligned within said first end adjacent said aperture and has a
second end thereof extending through an aperture respectively
aligned in said end wall, said second threaded end is for receiving
a threaded fastener, wherein at least a pair of said predetermined
plurality of said rod members includes a portion thereof disposed
intermediate said inner surface of said end wall and said first end
having a predetermined cross-section overlapping said aperture of
said end wall and said threaded cavity of said first rear portion
for maintaining said end wall at a first predetermined distance
from said first rear portion, whereby said predetermined plurality
of rod members forms an extension of said first end having a third
predetermined cross-section, said third predetermined cross-section
being smaller than said first predetermined cross-section; (c) a
pair of rear ledge members formed within said first end and
abutting a working surface of each of such rear stops, said pair of
rear ledge members having a first predetermined width; and (e) a
second end having a first front portion of a fourth predetermined
cross-section and a fourth predetermined length being disposed
adjacent said first rear portion of said first end and a second
front portion extending outwardly, from said first front portion
and having a pair of first aligned apertures for attachment to such
coupler with a coupler key, said second end being axially opposed
to said first end and further being in open communication with said
first rear portion thereof.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is closely related to U.S. patent
application Ser. No. 10/927,911, entitled "Housing For Long Travel
High Capacity Friction Draft Gear", filed on Aug. 27, 2004, and to
U.S. patent application Ser. No. 10/927,910, entitled "Long Travel
High Capacity Friction Draft Gear Assembly", filed on Aug. 27,
2004, and to U.S. patent application Ser. No. 10/928,843, entitled
"Long Buff Short Draft Travel Draft Gear For Use In A 24.625 Inch
Pocket", filed on Aug. 27, 2004. These applications are assigned to
the assignee of the present invention and the disclosures of these
related applications are incorporated herein by reference
thereto.
FIELD OF THE INVENTION
[0002] The present invention relates, in general, to friction-type
draft gear assemblies for use in cushioning both buff and draft
shocks normally encountered by railroad rolling stock during
make-up and operation of a train consist on a track structure and,
more particularly, this invention relates to a friction-type draft
gear assembly having a higher capacity and a longer travel and, yet
more particularly, the instant invention relates to a higher
capacity long travel friction-type draft gear assembly having an
integrated yoke.
BACKGROUND OF THE INVENTION
[0003] Friction-type draft gear assemblies are widely used in the
railroad industry to provide protection to a railway car by
absorbing shocks in both draft and buff conditions. They are
installed in alignment with a railway car center sill having a pair
of front stops and a pair of opposed rear stops that form a draft
gear pocket. It is well known that various railroads now use a
standard draft gear pocket of 24.62 inches in length. As a result,
it has been mandated that friction-type draft gear assemblies of
different designs must fit into such standard draft gear
pocket.
[0004] It has been further mandated and accepted to provide a
standard friction-type draft gear assembly for use with a 24.62
inch long pocket which is capable of 3.25 inch travel in buff and
draft directions.
[0005] Such friction-type draft gears are installed in combination
with a separate yoke and include a housing having an open front
portion disposed adjacent a pair of front stops and a closed rear
portion which engages a pair of rear stops. A compressible
cushioning element is positioned within the rear portion of the
housing. A friction cushioning element is disposed in the front
portion of the housing.
[0006] The friction-type draft gears further includes a spring
release mechanism for continuously urging the friction cushioning
element outwardly from the compressible cushioning element thereby
releasing such friction cushioning element after compression of
such draft gears. The compressible cushioning element is typically
either of an all coil spring configuration as taught in U.S. Pat.
Nos. 5,152,409 and 5,590,797 or of a coil spring and hydraulic
assembly combination as taught in U.S. Pat. No. 3,368,698.
[0007] Related patent applications teach another type of friction
draft gear assembly that incorporates the yoke as an integral
portion of the housing at the open end thereof.
[0008] The friction-type draft gear assembly with an integrated
yoke has an advantage in that it fits into a smaller pocket and its
adjacent areas in the freight railway car, or provides for a higher
shock absorbing capacity and longer travel when installed into a
standard 24.625 inch long pocket.
[0009] However, as it has been discovered in some applications, a
major drawback of the friction-type draft gear assembly with the
integrated yoke is that it will only accept a main coil spring of a
smaller diameter as installation of such spring through the open
yoke end is prevented by the opening in such yoke end, which is
smaller than the diameter of the main coil spring. As is well
known, the size of the opening is selected to cooperate with the
coupler arm disposed therein and provides for a predetermined
clearance therewith.
[0010] Such arrangement enables the coupler arm to move during
motion of the railway car around a curve but does not enable the
coupler arm to tilt thus imparting unwanted bending stresses onto a
key connection of the coupler arm with the yoke. The bending
stresses are particularly undesirable when the key is vertically
disposed.
[0011] Therefore, it has been necessary to maintain the size of the
yoke opening smaller than the size of the standard coil spring.
Such smaller diameter of the coil spring, as was discovered,
reduces an overall performance of the friction-type draft gear
assembly with the integrated yoke as compared with a similar
friction-type draft gear assembly without the integrated yoke.
Attempts to compensate for such performance reduction by increasing
the length of the coil spring did not achieve a desired result, as
the overall performance was not sufficiently increased.
[0012] Therefore, it is desirable to provide a friction-type draft
gear assembly with the integrated yoke incorporating the standard
coil spring and achieving a higher shock absorbing capacity.
SUMMARY OF THE INVENTION
[0013] The present invention provides a friction draft gear
assembly for railway car stock having a higher shock absorbing
capacity. The friction draft gear assembly comprises a housing
partially closed at a first end and open at an axially opposed
second end. The first end includes a first rear portion and a
smaller second rear portion outwardly extending therefrom which
forms a pair of ledge members disposed intermediate the first and
second rear portions for enabling the second rear portion to fit
between a pair of rear stops. Utilization of the second rear
portion enables the friction draft gear assembly to achieve a
higher shock absorbing capacity and a longer travel in buff and
draft directions. The first rear portion is adapted to receive a
compressible cushioning element which extends longitudinally from
the second rear portion toward the second open end. A removable end
wall is attached to the second rear portion with a plurality of
complimentary tapered edges for installation of the compressible
cushioning element through the first end.
[0014] Alternatively, the removable end wall may be attached with a
plurality of fasteners, rods or may be integrated into such second
rear portion.
[0015] In an alternative embodiment, the first end of the housing
comprises a first rear portion having a removable end wall directly
attached thereto enabling the friction draft gear assembly to
achieve the desired higher shock absorbing capacity. The second
open end includes an integrated yoke portion having a coupler
aperture for receiving a coupler arm, a pair of aligned apertures
for attachment to a coupler of the railway car with a coupler key,
and a pair of opposed coupler follower apertures. The cross-section
of the coupler aperture is smaller than the cross-section of the
compressible cushioning element causing installation thereof
through the first end prior to attachment of the end wall. The
second end at least partially receives a friction cushioning means
for absorbing energy during a compression of such draft gear
assembly and a spring release means engaging and longitudinally
extending between a seat means and the friction cushioning means
for continuously urging the friction cushioning means outwardly
from the compressible cushioning means to release the draft gear
when an applied force compressing such draft gear assembly is
removed.
OBJECTS OF THE INVENTION
[0016] It is therefore one of the primary objects of the present
invention is to provide a friction draft gear assembly having an
integrated yoke which protects a railway car by absorbing shocks in
both draft and buff conditions.
[0017] A further object of the present invention is to provide a
friction draft gear assembly having an integrated yoke which
achieves a higher shock absorbing capacity.
[0018] Yet a further object of the present invention is to provide
a friction draft gear assembly having an integrated yoke which
achieves a higher shock absorbing capacity and a longer travel
distance.
[0019] Another object of the present invention is to provide a
friction draft gear assembly having an integrated yoke which
achieves a higher shock absorbing capacity and having a longer
travel distance while fitting into a 24.625 inches long pocket.
[0020] An additional object of the present invention is to provide
a friction draft gear assembly having an integrated yoke which
incorporates a larger diameter coil spring.
[0021] These and various other objects and advantages to the
present invention will become more apparent to those persons
skilled in the relevant art from the following more detailed
description, particularly, when such description is taken in
conjunction with the attached drawings and the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0022] FIG. 1 is a plan view of a friction draft gear assembly of
the present invention as installed into a railway car pocket,
partially illustrated attached to a railway coupler;
[0023] FIG. 2 is a perspective view of the friction draft gear
assembly of the present invention;
[0024] FIG. 3 is a perspective view of the friction draft gear
assembly showing a rear end wall of a presently preferred
embodiment of the invention;
[0025] FIG. 4.is a partial perspective view of the friction draft
gear assembly of the present invention showing installation of the
rear end wall of the presently preferred embodiment;
[0026] FIG. 5 is a perspective view of the friction draft gear
assembly of the present invention showing the rear end wall of the
presently preferred embodiment in an installed position;
[0027] FIG. 6 is a perspective view of the friction draft gear
assembly of the present invention showing the rear end wall of an
alternative embodiment of the present invention;
[0028] FIG. 7 is a partial perspective view of the friction draft
gear assembly of the present invention showing a first alternative
attachment of the rear end wall;
[0029] FIG. 8 is a partial perspective view of the friction draft
gear assembly of the present invention showing a second alternative
attachment of the rear end wall; and
[0030] FIG. 9 partial perspective view of the friction draft gear
assembly of the present invention showing a third alternative
attachment of the rear end wall.
DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED AND ALTERNATIVE
EMBODIMENTS OF THE INVENTION
[0031] Prior to proceeding to the more detailed description of the
present invention, it should be noted that for the sake of clarity
identical components, having identical functions have been
identified with identical reference numerals throughout the several
views, which have been illustrated in the drawing figures.
[0032] The present invention enables a friction draft gear assembly
with an integrated yoke to achieve a higher shock absorbing
capacity and a longer travel distance in buff and draft directions
by employing a novel housing construction having a removable end
wall, which enables installation of the compressible cushioning
element through the first rear end.
[0033] Referring to the present invention, as shown in FIG. 1, a
friction draft gear assembly, generally designated 10, is disposed
within a cavity 102 of a center sill, generally designated 100, of
a railway car which is not shown, but is well known in the art. A
front stop 104 and an axially opposed rear stop 106 are attached to
each side member 103 of the center sill 100 and form a draft gear
pocket 108. Preferably, such draft gear pocket 108 has a first
predetermined length of 24.625 inches.
[0034] A coupler arm 112 of a coupler (not shown) extends into the
cavity 102 for attachment to the friction draft gear assembly 10
with a key 113. The coupler (not shown) is generally disposed along
the longitudinal axis 116 of the center sill 100. A front coupler
follower 114 is disposed intermediate the coupler arm 112 and the
friction draft gear assembly 10 for evenly transmitting the shock
from the coupler (not shown) thereto.
[0035] The friction draft gear assembly 10 includes a housing,
generally designated 12, having a first partially closed end,
generally designated 14, which is oriented toward the rear stops
106 and a second generally open end, generally designated 50, which
is oriented toward the front stops 104.
[0036] The first partially closed end 14 includes a first rear
portion 16 having a first predetermined cross-section and a second
predetermined length and has an aperture 17 of a second
predetermined cross-section being axially disposed within a first
end thereof. An axially aligned second rear portion 18 having a
third predetermined cross-section, which is smaller than the second
predetermined cross-section of the first rear portion, and having a
third predetermined length extends from the first end of the first
rear portion 16.
[0037] The first end thus forms a pair of ledge members 20 having a
predetermined width disposed intermediate the first and second rear
portions 16 and 18 respectively and abutting working surfaces 107
of the pair of the rear stops 106. Such pair of ledge members 20
enables the second rear portion 18 of the first closed end to
extend into such sill 100 past the working surface 107 of the rear
stops 106. It will be appreciated that such second rear portion 18
will be at least partially disposed intermediate such rear stops
106.
[0038] In a presently preferred embodiment, the second rear portion
18 incorporates at least a pair of opposed surfaces 30 being,
preferably, integral to the first rear portion 16 and axially and
outwardly extending from the first end thereof.
[0039] An end wall 22 having an inner surface 23 is detachably
attached to such second rear portion 18 and in combination with
such at least a pair of opposed surfaces 30 partially close such
first end 14.
[0040] Preferably, each surface 30 has a pair of ledge members 32
inwardly extending therefrom and which are truncated at a first
predetermined distance 34 from the inner surface 23 of the end wall
22. In the presently preferred embodiment, best shown in FIGS. 2-5,
attachment of the end wall 22 to the surface portions 30 is
achieved with a pair of edges 26 mating with a pair of edges 36,
each of which is disposed within the outer end 38 of the surface
portion 30.
[0041] In particular reference to FIG. 4, the end wall 22 is first
inserted into the second rear portion 18 through the opening formed
by the first predetermined distance 34 and then is axially moved in
a direction 35 enabling mating of the first and second pair of
edges 26 and 36, respectively, as best shown in FIGS. 2 and 5.
[0042] Preferably, such first and second pair of edges 26 and 36,
respectively, are tapered for preventing outward movement of the
surfaces 30 during operation of the friction draft gear assembly
10.
[0043] In an alternative embodiment, shown in FIG. 6, such
attachment of the end wall 22 is achieved with a plurality of
corners 27 mating with a plurality of corners disposed within the
surface portions 30. Preferably, at least a pair of corners 27 are
tapered.
[0044] In another alternative embodiment, shown in FIG. 7, each
outer edge 38 is adapted for receiving at least one, and preferably
a pair of fasteners 40 of threaded and non-threaded types.
[0045] In yet another alternative embodiment, shown in FIG. 8, the
end wall 22 is attached with a plurality of rods 44, each of such
rods 44 having a first threaded end engaging a threaded cavity 42
respectively disposed within the first end of the first rear
portion 16 and having a second end extending through an aperture 25
respectively aligned in the end wall 22 and adapted for receiving a
threaded fastener 46.
[0046] It will be appreciated that a cross-section of a portion of
at least a pair of rods 44 disposed intermediate the first end of
the first rear portion 16 and the inner surface 23 of the end wall
22 may be enlarged to overlap such threaded cavity 42 and an
aperture 25 thus maintaining the end wall 22 at a second
predetermined distance from the first rear portion 16 and, more
particularly, eliminating the need for surface portions 30 of the
second rear portion 18.
[0047] In a further alternative embodiment of the present
invention, shown in FIG. 9, the end wall 22 may be integral to each
surface portion 22 thus forming an integral second portion 18
attachable to the first rear portion 16 with a flanged ends 48
engaging respective apertures 19 disposed within the first rear
portion 16 or alternatively attachable with a predetermined
plurality of rods 44 as best shown in FIG. 8.
[0048] The second end 50, best shown in FIGS. 2 and 5, is axially
opposed to the first partially closed end 14 and is maintained in
open communication therewith. Such second end 50 has a first front
portion 52 of a fourth predetermined cross-section and a fourth
predetermined length disposed adjacent the first rear portion 16
and has a second front portion, generally designated 60, outwardly
extending toward the pair of front stops 104 and adapted for
engagement with the coupler arm 112.
[0049] Preferably, such fourth predetermined cross-section of the
first front portion 52 is equal to the first predetermined
cross-section of the first rear portion 16.
[0050] It will be appreciated that such second front portion 60 is
configured as an integral yoke portion which includes a pair of
opposed surfaces 62 having a coupler key apertures 64 disposed
therein and preferably having a pair of opposed supports 66
disposed generally perpendicular to such surfaces 62 and joining
such surfaces 62 at outer ends thereof. Such combination of opposed
surfaces 62 and opposed supports 66 form a coupler arm aperture 68
of a fifth predetermined cross-section and a pair of opposed
coupler follower apertures 70.
[0051] Such fifth predetermined cross-section of the coupler arm
aperture 68 provides a predetermined clearance with the coupler arm
112 extending therethrough enabling the coupler arm 112 to move
during a motion of the railway car (not shown) around a curve but
prevents the coupler arm 112 tilting and impart unwanted bending
stresses onto a coupler key 113.
[0052] In further reference to FIG. 2, the first end 14 is adapted
for receiving therein a compressible cushioning element 80 which
has one end thereof positioned within a cavity 24 formed in the
inner surface 23 of the end wall 22. Preferably, such compressible
cushioning element 80 is a resilient compression means 80 being at
least one spring element having a sixth predetermined cross-section
and having the other end extending into the first rear portion 16
through the aperture 17 and abutting a well known spring seat means
(not shown) adapted within the housing 12 for longitudinal movement
therein for respectively compressing and releasing the compressible
cushioning element 80 during application and release of a force on
the friction draft gear assembly 10.
[0053] In the present invention, such sixth predetermined
cross-section of the at least one spring element 80 is greater than
the fifth predetermined cross-section of the coupler arm aperture
68.
[0054] The spring seat means (not shown) and the positioning cavity
24 maintain axial alignment of the at least one spring element 80
within the draft gear housing 12. Alternatively or additionally,
the positioning and alignment of the at least one spring element 80
may be maintained by the plurality of longitudinal ledge members
32.
[0055] Furthermore, the second predetermined cross-section of the
aperture 17 of the first end 14 is greater than such sixth
predetermined cross-section of the spring element 80.
[0056] The second end 50 is adapted for receiving a friction
cushioning means 90 at least partially disposed within the first
front portion 52 for absorbing energy during application of the
force sufficient to cause a compression of the friction draft gear
assembly 10.
[0057] A spring release means (not shown) engaging and
longitudinally extending between the seat means (not shown) and the
friction cushioning means 90 are disposed within the housing 12 for
continuously urging the friction cushioning means 90 outwardly from
the compressible cushioning element 80 to release it when an
applied force compressing such friction draft gear assembly 10 is
removed.
[0058] To assemble the friction draft gear 10, the at least one
spring element 80 is first inserted into the first rear portion 16
through the aperture 17 in a direction of the second end 50.
Secondly, the end wall 22 or the second rear portion 18 is attached
according to the various embodiments described supra. The at least
one spring element 80 is then moved to abut the end wall 22 and
compressed enabling insertion and assembly of the seat means (not
shown), spring release means (not shown) and friction cushioning
means 90 through the second end 50.
[0059] Such assembly method enables utilization of the spring
element 80 presently in use with friction draft gear assemblies
without an integrated yoke enabling the friction draft gear
assembly 10 of the present invention to achieve a higher shock
absorbing capacity in combination with a longer travel distance in
buff and draft conditions.
[0060] Those skilled in the art will readily understand that a
removable end wall 22 may be used with a housing 12 having only
such first rear portion 16 and having an integrated front yoke
portion 60 to achieve higher shock absorbing capacity only. In such
application, the end wall 22 will be attached to the first end of
the first rear portion 16 according to the various embodiments
described supra. Such embodiment will provide for a modular
structure of the first end 14 enabling ease of interchangeability
between standard and long travels in buff and draft conditions.
[0061] Those skilled in the art will further understand that the
end wall 22 may be extended to cover the entire first end 14 and
abut the working surfaces 107 of the rear stops 106.
[0062] Although a presently preferred and various alternative
embodiments of the present invention have been described in
considerable detail above with particular reference to the drawing
FIGURES, it should be understood that various additional
modifications and/or adaptations of the present invention can be
made and/or envisioned by those persons skilled in the relevant art
without departing from either the spirit of the instant invention
or the scope of the appended claims.
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